Interrelated controls for gearing, clutch, brakes and engine

ABSTRACT

An automatic gear change system for automatically actuating gear shift devices of a stepped change speed gear box of a motorvehicle provided with a clutch means comprises a central control device; means for monitoring input and output speeds of the stepped change-speed gear box during synchronous running of input and output transmission shafts to be coupled to each other; and synchronizing aids for expediting synchronous running of the two transmission shafts. The control device includes a synchronizing circuit arrangement producing digital control signals during super-synchronous, sub-synchronous and substantially synchronous running of the two transmission shafts, and further includes switching logic means comprising digitally operating switching and gating circuits which actuate the synchronizing aids, gear shift devices and the clutch means. The synchronizing circuit arrangement advantageously uses two Schmitt triggers having different response and fallout thresholds.

Sept. 4, i973 Unite States atent [191 Espenschied et al.

X W U o 0 3 a y /322 H 2/99 a 92].]. C 1N. u" .U m.mm a m u m m n u 6 m m h w n u C a w r m m .m m m T m mnmm w C B a 3 .m M w mn T S t ar e Sp V e S g aa a nt. B CPSR Ms A w & h 780 c .6677 m m 9999 e 11.11 nm e 00 mm m o c aH u a 0202 y m 3084 y 0 3 ,9 m n m 5288 r. 1 a 3742 m0 7 .35 n 5 n 3333 PA A E n N W. I g e G r. w N m I f. w m h mmmmm or o .1 ko-em F vmum; u SS d fi%= h E ne e 0 m fiwm mmwo A flun fl n R Pe ho o mm n mmm cm m m em m DT m.%mmnm%-%.m U w e f im w .m w W mddmmmm m euao u m ,HLKRsMBsu& EG Rm m R m E n ma m i 4 U tuating gear shift devices of a stepped change speed [73] Assignee: Robert Bosch GmbH, Stuttgart,

gear box of a motor-vehicle provided with a clutch means comprises a central control device; means for Germany monitoring input and output speeds of the stepped change-speed gear box during synchronous running of input and output transmission shafts to be coupled to each other; and synchronizing aids for expediting synl 7 l 9 3 2 m6 J1 o N .ml P mp FA 1]. 21. 22

Foreign Application Priority Data July 24, 1970 Germany...................

chronous running of the twotransmission shafts. The

control device includes a synchronizing circuit arrange- 20 36 ment producing digital control signals during supersynchronous, sub-synchronous and substantially synchronous running of the two transmission shafts, and further includes switching logic means comprising digitally operating switching and gating circuits which actuate the synchronizing aids, gear shift devices and the 33 4H 08 x9 9 60 3 y A .m 02 M4093 ,2 2 99 9 01 l 0 ,k n 1B .2 "m 9 n n M W m m a d S L e- I i U mF 1] 2 8 5 55 l [l clutch means. The synchronizing circuit arrangement advantageously uses two Schmitt triggers having different response and fallout thresholds.

[56] References Cited UNITED STATES PATENTS 63 Claims, 20 Drawing Figures 2,952,346 9/1960 Costa et 192/0092 PATENTED SEP 4 i975 sum 02 HF 11 INTERRELATED CONTROLS FOR GEARING,

CLUTCH, BRAKES AND ENGINE BACKGROUND OF THE INVENTION The invention relates to an automatic gear change system in a motor vehicle, such as a commercial vehicle, in which the driving power of an internal combustion engine is transmitted to the drive wheels by means of the stepped charge-speed gear box.

DESCRIPTION OF PRIOR ART British Pat. Specification No. 1,111,246 describes a gear box control system having a central control device in which commands for further actuation of the stepped change-speed gear box are produced from measured variables for the input speed and output speed of the gear box during synchronous running of the transmission shafts to be coupled to one another, and having synchronizing aids for expediting synchronous running. The rotational speeds of a gear box input shaft and a gear box output shaft of a stepped changespeed gear box are measured by means of tachogenerators whereby the measured values of the rotational speed are applied to the two windings of a differential relay for the purpose of ascertaining the synchronous running of the two transmission shafts. A gearshift operation is performed during the operative period of a timer which is triggered by the differential relay upon attainment of synchronous running. This known system operates relatively slowly, since a relay control arrangement is involved, so that the velocity of the vehicle can vary considerably during a gear-shift operation, the system being susceptible to faults, caused for example by vibration, owing to the mechanical contacts. Furthermore, owing to the associated expense, it is impossible'when initiating gear-shift operations in the case of a relay control arrangement to take into account a sufficiently large number of safety factors such that the driver of a vehicle equipped in such a manner is no longer distracted by the gear-shift operations. Thus, for example, the engine must not be raced, and no gear-shift operation or disengagement of the clutch must take place when parts of the system, the control arrangement or the auxiliary units have been destroyed or if extreme travelling conditions can occur for the vehicle.

SUMMARY OF THE INVENTION A feature of the present invention is to provide a gear box control system by means of which a stepped change-speed gear box can be actuated with sufficient rapidity to prevent all but a negligible variation in the velocity of a vehicle to which the system is fitted, during a gear-shift operation. A number of safety factors are to be taken into account before each gear-shift operation, so that the vehicle cannot be endangered even when there are faults in the gear box control system or in the auxiliary units or during extreme operating conditions. Furthermore, the gear box control system is to be of extremely robust and operationally reliable construction, so that its satisfactory operation is not impaired by the rough operating conditions of a motor vehicle even for long periods of operation.

Furthermore, the vehicle, the engine and the gear box are to be protected by ensuring that gear engagement takes place only during accurate synchronous running of the transmission shafts to be coupled, and

the driver of the motor vehicle is to be relieved of being conscious of the gear-shift operations so that he can give his full attention to the road traffic.

A control device for an automatic gear change system according to the invention includes a synchronizing circuit arrangement for producing control signals to indicate supersynchronous running, sub-synchronous running and substantially synchronous running of the transmission shafts to be coupled during a gear change, and switching logic control device which comprises digitally operating switching circuits, gates and which control device produces and processes all other switching commands and, taking into account all safety and control signals, serves to actuate the synchronizing aids, gear-shift devices, and a clutch located between the crankshaft of the internal combustion engine and the gear box input shaft.

It is possible for the control device to be of compact construction particularly when it is constructed from electronic components and/or so-called integrated switching circuits. The digital method of operation of the switching logic ensures reliable, trouble-free operation for long periods of use, since slight variations in the characteristic magnitudes of the components, as a result of aging for example, donot impair the switching behaviour of the components. The vibrations frequently occurring in vehicles do not impair function of the control device, since no movable contacts are provided.

In the known system for establishing synchronous running of two transmission shafts, a differential relay having two windings is used, the two windings of which are connected to two tacho-generators coupled to the transmission shafts. To enable such a system to operate without contacts, the synchronizing circuit arrange ment of the present invention may comprise two Schmitt triggers having different response and fall-out thresholds, the sum of the measured variables for the gear box input and gear box output speeds being fed to each of the two Schmitt triggers, the two measured variables having opposite signs and, corresponding to the gear to be engaged, the measured variable of the gear box output speed being transformed to a measuring range which can be matched with the measuring range of the measured variable of the gear box input speed.

Furthermore, the use of Schmitt triggers has the advantage that their response and fall-out thresholds may readily be adjusted, so that it is possible to adjust the speed ratios at which the synchronization signals or the signals for super-synchronous or sub-synchronous running appear and disappear again. Advantageously, the Schmitt triggers are set so that the synchronous running signal is produced shortly before attaining actual synchronous running, to compensate for idle times of the entire electro-mechanical system between synchronous running of the transmission shafts and response by the gear-shift devices whereby the gear-shift times are shortened.

For the purpose of measuring the speed of the transmission shafts, the known gear box control system uses three-phase generators whose output voltages are rectified. Thus, the measured speed variablesappear as analog variables. To prevent any possible faults and variations due to ageing, soiling or wear, in the system of the present invention each tacho-generator may include a toothed wheel which cooperates with a pulse generator whose output delivers pulses in the form of a pulse train, whose pulse frequency represents speed, during rotation of the toothed wheel. The output pulses from each pulse generator trigger a monostable trigger device whose output voltage is smoothed in a low-pass filter, so that a dc. voltage proportional to speed may be taken from the output of each low-pass filter. To obtain operational reliability, each pulse generator may be in the form of a proximity detector having a toothed ferromagnetic wheel and a magnet which produces pulses when the teeth of the wheel pass the magnet.

To prevent absurd gear-shift commands from being transmitted to the gear box if a tacho-generator fails, tacho-failure detectors can be connected to the outputs of the two pulse generators, the outputs of the two tacho-failure detectors being connected to a gating circuit whose output signal serves to indicate failure of a tacho-generator and to block a gear-shift operation.

Preferably the switching logic includes a changedown blocking trigger stage which comprises a Schmitt trigger which is controlled by a speed signal, the speed signal corresponding to the speed of the internal combustion engine. The response threshold of this Schmitt trigger is such that the Schmitt trigger is triggered at a speed corresponding to what would be substantially the maximum permitted speed of the internal combustion engine at the newly selected gear and its output signal then blocks a change-down operation. Thus, the change-down blocking trigger stage prevents the internal combustion engine from'being operated at an inadmissible high speed or prevents commencement of a gear-shift operation which would only put the gear box into its neutral position, it then being no longer possible to engage a fresh gear since the maximum permissible engine speed would be exceeded. When travelling downhill, a gear-shift operation which has not been fully carried out could result in the driver losing control of his vehicle.

Known systems have a mechanical stepping mechanism which is connected to a selector switch for the gears to be engaged. By stepping up the stepping mechanism by means of the selector switch, the driver determines which gear is to be engaged. However, to avoid mechanical contacts which are susceptible to trouble, and in accordance with a further feature of the invention, the switching logic of the gear box control system includes, instead of a stepping mechanism, a selector switch position memory which comprises a counter constructed with bistable trigger stages, each trigger stage having two complementary outputs. One of the two outputs of one bistable trigger stage is optionally connected to the following bistable trigger stage by means of a switching direction circuitry. Thus, forward counting can be effected by the counter when changing to a higher gear, and backward counting when changing to a lower gear.

Similar advantages which result from the use ofa digital memory in conjunction with the selector switch are obtained when using a gear box position memory the inputs of which are connected to gear box position switches located on the gear box. The outputs of the gear box position memory produce a normal signal and its inverted signal for each gear. With the exception of limit switches for the positions of the gears, no mechanical switches such as relays or the like are included, so that, in this case also, maximum freedom from faults is obtained. In order to obtain optimum operation reliability of the limit switches, it is advisable to use protective gas contacts (so-called reed contacts) or proximity detectors which operate without contacts.

The safety of the vehicle is substantially increased if gear-shift commands which cannot be carried out are eliminated before commencement of a gear-shift operation, for example before disengagement of the clutch. The driving connection between the engine and the gear box is then not even interrupted, which is extremely essential when a vehicle is travelling downhill. In accordance with a further feature of the invention, the switching logic includes a change-down monitoring circuit the input signals of which are the output signals of the gear box position memory and of the selector switch position memory and the output signal of which indicates whether a change-down operation can be carried out by virtue of the travelling state, all permissible change-down conditions related to gear box position and selector switch position being simulated by means of interrelated logic signals in the change-down monitoring circuit.

In order to take into account the various safety signals before initiating a gear-shift operation, it has proved to be advantageous to provide within the switching logic a gear-shift command generating stage in which the positions of the gear box position memory are compared with those of the selector switch position memory for each gear, and in which connections are provided for blocking the generating of gear-shift commands in dependence upon the various safety factors to be taken into account.

Advantageously, the gear-shift devices are in the form of hydraulically operating devices since their response and actuating times are particularly short. A system according to a further feature of the invention for a hydraulically operating gear shift device, which has a disengaging valve for putting the gear box into the neutral position when actuated and which has gearshift valves for engaging the gears, embodies a switching logic means which includes a gear-change circuit which controls the disengaging valve and the gear-shift valves the inputs of which are connected to the outputs of the selector switch position memory, the gear-shift command generating circuit, the tacho-failure safety device and a pressure failure indicator, and to which furthermore the travelling state signals are fed for hydrulically actuating the clutch.

BRIEF DESCRIPTION OF THE DRAWINGS The invention is further described, by way of example, with reference to the accompanying drawings, in which:

FIG. 1 is a diagrammatic general view of ancillary units which are required for a gear box control system in a motor vehicle constructed in accordance with the invention;

FIG. 2 is a block circuit diagram of an electronic control device;

FIG. 3 is the block circuit diagram of a synchronizing circuit arrangement;

FIG. 4 is the block circuit diagram of a voltage matching stage;

FIG. 5 shows the construction of a Schmitt trigger illustrated in FIG. 3;

FIG. 6 illustrates a tacho-failure detector of a tachofailure safety device;

FIGS. 7 an 8 are graphs of the mode of operation of the tacho-failure safety device;

FIG. 9 is the circuit diagram of a change-down blocking trigger stage;

FIG. 10 is a block circuit diagram of a selector switch position memory;

FIG. 1 1 is a block circuit diagram of a gear box position memory;

FIG. 12 is the block circuit diagram of a starter blocking device;

FIG. '13 is a block circuit diagram of a preselector memory;

FIG. 14 is a block circuit diagram of a pressurefailure memory;

FIG. 15 is a block circuit diagram of a change-down monitoring circuit;

FIG. 16 is a Karnaugh diagram relating to the circuit of FIG. 15;

FIG. 17 is a block circuit diagram of a gearshift command generating circuit;

FIG. 18 is a block circuit diagram of a gear-change circuit;

FIG. 19 is a block circuit diagram of a clutch actuating circuit, and

FIG. 20 is a block circuit diagram of a control circuit for synchronizing aids.

DESCRIPTION OF THE PREFERRED EMBODIMENTS Referring to FIG. 1, a commercial vehicle is fitted with a Diesel internal combustion engine 20 (hereinafter referred to as the engine). Fuel to be injected into the engine combustion chambers by an injection pump 21 is metered by means of an electronic fuel regulator 22. A clutch 24 is operable by means of a hydraulic piston 25 is located between the engine 20 and a stepped change-speed gear box 23. The gear box 23 may be actuated by a hydraulically operating gear-shift device 26. The auxiliary hydraulic energy is produced by a pump unit having a pump 28 which is driven by an electric motor 27 and which draws hydraulic fluid from a hydraulic reservoir 29. The pump 28 feeds a hydraulic accumulator 30. A pressure switch 31 is provided for monitoring the pressure of the hydraulic unit. The clutch is preferably actuated during moving-off operations byway of a foot pedal 63 by means of a clutch master cylinder 32 which is connected to the hydraulic piston or, during gear-shift operations, hydraulically in that it is controllable by way of an actuating switch 33. All gear-shift operations are initiated and monitored by an electronic control device 34. A supply voltage is fed to the control device 34 from a battery 35 by way of a lead 36. The battery is electrically connected to earth at 37. In general, all electrical leads are shown by broken lines in FIG. 1, and all hydraulic conduits are shown by solid lines. The control device 34 is connected by way of a lead 38 to a foot-operated clutch switch 39, by way of a lead 40 to a selector switch 41 for selecting the gear to be engaged, and by way of a lead 42 to a transducer 43 respeonsive to the travel of an accelerator pedal 62. A lead 44 establishes connection to the electronic fuel regulator 22, and a lead 45 connects the actuating switch 33 on the clutch master cylinder to the control device 34. For the purpose of monitoring the pressure in the hydraulic system, the pressure switch 31 is connected by way of a lead 46 to the control device which, by way of a lead 47, switches on the electric motor 27 for driving the pump 28. The output signals from a gear box input tacho-generator 50 and from a gear box output tacho-generator 51 are fed to the control device 34 by way of leads 48 and 49. The input tacho-generator 50 is shown located on the gear box lay-shaft, which'is possible when the lay-shaft is permanently driven by the gear box input shaft. A lay-shaft brake 57 which serves as a synchronizing aid is controlled by the control device by way of a lead 52. The gear-shift device 26 receives signals for gear change by way of a lead 53. To enable the'driver to determine which gear is engaged, an indicator 54 is connected to the control device by way of a lead 55. The pressure side of the pump 28 is connected to the pressure switch 31 and to the clutch master cylinder 32 by way of a hydraulic conduit 56, to the hydraulic accumulator 30 and to the lay-shaft brake 57 by way of a hydraulic conduit 58, and to the gear shift device 26 by way of a hydraulic conduit 59. The suction side of the pump 28 is connected to the lay shaft brake 57 by way of a hydraulic conduit 60, and to the gear-shift device 26 by way'of a hydraulic conduit 61.

The clutch master cylinder 32 is connected to the hydraulic piston 25 by way of a hydraulic conduit 56a for the purpose of actuating the clutch. The hydraulic piston 25 has contacts 25a which serve to detect the position of the clutch and which are connected by a lead 25b to the control device 34. The accelerator pedal 62, the clutch pedal 64, and a steering wheel 64 are shown diagrammatically in the figure.

In the embodiment illustrated, the driver initiates all gear-shift operations by actuating the selector switch 41. The selector switch has a contact for changing to a higher gear, a contact for changing to a lower gear,

and a contact for putting the gear box into neutral. To

enable a gear to be changed, it is necessary to impart the same rotational speeds to the parts of the gear box to be coupled together. When changing to a higher gear, this is achieved in that the gear box is braked by the amount of the speed differential between two gears by means of the lay shaft brake 57 which is switched on by the control device 34. On the other hand, when changing to a lower gear, the gear box must be accelerated by the amount of the relevant speed differential and for this purpose the electronic fuel regulator 22 is controlled by the control device 34 in such a way that the fuel regulator 22 accelerates the engine. The actuating switch 33 connected to the clutch master cylinder 32 enables the clutch between the engine 20 and the gear box 23 to be disengaged without the driver having to depress the clutch pedal. When thp fuel regulator 22 is controlled by the control device 34 during a gearshift operation, the travel transducer 43 on the accelerator pedal 62 is switched off so that the driver can leave his foot on the accelerator pedal during the gear-shift operation without influencing the engine speed. During change to a higher gear, in order to accelerate the braking of the engine, the speed of the engine is reduced by means of the electronic fuel regulator. An engine brake (not illustrated in the FIG.) which closes the engine exhaust, and which thus also decelerates the engine, can be switched on in addition to the lay shaft brake 57.

Although an electronic fuel regulator is used in the illustrated embodiment, the invention is not limited to the use of an electronic fuel regulator, and any conventional fuel regulator may be used.

The basic method of operation of the synchronizing circuit arrangement and of the switching or circuit logic may be seen from the block circuit diagram of the electronic control device illustrated in FIG. 2.

A synchronizing circuity SY and those parts of the circuitry which produce the input signals for the synchronizing circuit SY are demarcated from the rest of the switching logic by a broken line and form a unit AG. They are set apart in this manner since they operate partially analogously and not purely digitally and are therefore not properly designated switching logic." The gear box input tacho-generator DV1 (50 in FIG. 1) is driven by the input of the gear box, and the gear box output tacho-generator DV 2 (51 in FIG. 1) is coupled to the gear box output shaft. The two measured variables of speed are fed to a tacho-failure safety device GA as input signals DV l2 and DV 22. The output signal GA 03 from the tacho-failure safety device GA is fed to the rest of the switching logic and prevents a gear-shift operation from being effected when a tacho-generator fails. The output signals from the tacho-generators are fed to voltage matching stages DA 1 and DA 2 as DV l1 and DV 21. The output signal of the voltage matching stage DA 1 is designated DV l0, and the output signal of the voltage matching stage DA 2 is designated DV 20; the two signalds DV and DV 20 are fed to the synchronizing circuit SY which produces therefrom information signals which indicate synchronous running or super-synchronous or subsynchronous running. For the purpose of simplifying the illustration, the entire flow of information is indicated only by a solid line, although the individual components of the control device have a plurality of outputs whose output signals nevertheless constitute one piece of information when considered together. The connections between the individual components of the switching logic are in the form of multiple wires. The gear to be engaged is selected by means of the selector switch W (41 in FIG. 1). Thus, the selector switch can be actuated for changing to a higher gear, changing to a lower gear, or for changing to neutral. The selector switch thereby varies the position of a selector switch position memory WS. The position of the selector switch position memory WS is raised by one value during change to a higher gear and lowered ky one value during change to a lower gear and brought to zero at neutral. The information in the selector switch position memory is fed to the voltage matching stage DA 2 where it causes the output voltage of the gear box output tachogenerator, designated as input signal DV 21 to the voltage matching stage DA 2, to be cut down for each gear ratio to a voltage which corresponds to the output voltage at the output of the potential matching stage DA 1 for the gear box input.

It is possible to actuate the gear box with preselection. For this purpose, a preselector memory VS is connected to the selector switch W. If the gears are to be actuated with preselection, a normally-open contact FG (not shown in FIG. 2) e.g. located on the selector switch, has to be closed for the purpose of initiating the gear change, but in contrast to conventional preselection the driver does not have to depress the clutch pedal. The control operation for the gear change previously selected takes place in exactly the same manner as gear change without preselection, and all safety information is taken into account. If, for example, it is then impossible to change to a lower gear, this is indicated and, if required, the gear change is effected only when it can be realised on the basis of the travelling state of the engine and gear box.

By way of example, the gears must not be changed down if it would be necessary to overspeed the engine to obtain synchronization for a change-down into the next lower gear. To prevent such change-down, a change-down blocking trigger stage RK is connected to the output of the selector switch position memory WS and to the output of the gear box output tachogenerator DV 2. The output voltage DV 24 of the gear box output tacho-generator DV 2 is transformed in the change-down blocking trigger stage RK to a value whose magnitude is comparable with the measured value of the gear box input speed. If, upon selection of a next lower gear, this voltage is too high, this constitutes the information that the engine speed is too high. In order to prevent a downward gear change under these circumstances, a trigger circuit in the trigger stage RK is triggered, the response threshold of this trigger circuit being at a value which just exceeds the maximum engine speed.

In order to determine which gear has actually been engaged, gear box position switches GBN (not shown in FIG. 1, but shown in FIG. 2) corresponding in number to the number of gears are provided on the gear box. The gear box position switches GBN are connected to a gear box position memory GSN in which the position of the gear box is stored in a form which may be compared with the selector switch position memory. If the output signals of these two memories are identical, the last gear selected corresponds to the gear engaged in the gear box.

If a gear-shift operation is to be initiated, it is effected in dependence upon the output signal of a gear-shift command generating circuit SK in which the signals stored in the selector switch position memory WS and the-gear box position memory GSN are compared. When changing gear with preselection, the position of the preselector memory VS is additionally fed to the circuit SK. To prevent a gear-shift command from being produced when the engine would have to be over-sped during change-down, the output signal of the change-down blocking trigger stage RK is also fed to the gear-shift command generating circuit SK. Furthermore, there is provided a change-down monitoring circuit RS which, with reference to the change-down blocking trigger stage, checks whether a change-down operation is imminent and decides whether it can be carried out.

Furthermore, the position of the vehicle clutch constitutes essential information for a gear change, this information being supplied by the clutch position contacts KS (25a and 39 in FIG. 1). It is also important to check the pressure in the system of hydraulic auxiliary devices. For this purpose, the monitoring circuit PR (including the switch 31 of FIG. 1) is provided for the system pressure. The output signals of the gear-shift command generating circuit SK, the synchronizing circuit SY, the selector switch position memory WS, the gear box position memory GSN, the clutch position contacts KS, and the monitoring circuit PR for system pressure control all those parts of the switching logic which by reason of the combination of the input signals available, control an actuating element. These parts of the swtiching logic are a gear-change circuit GW, a clutch actuating circuit KD, a synchronizing aid control circuit VRX, and a starter blocking device AS for preventing operation of the usual starter motor.

The input signals fed to the gear-change circuit GW are the output signals of the selector switch position memory WS and the gear box position memory GSN, and the signals from the clutch position contacts KS, from the monitoring circuit PR for the system pressure, from the tacho-failure safety device GA, from the synchronizing circuit SY, and from the gear-shift command generating circuit SK. The gear-change circuit GW controls a disengaging valve ZV and gear engaging solenoid valves EA (collectively forming part of 26 in FIG. 1). The disengaging valve causes the gear box to be brought into its neutral position. A gear engaging valve is provided for each gear and, when actuated, engages the respective gear. The disengaging valve ZV can be actuated only when pressure is available in the hydraulic system, which is established by the monitoring circuit PR, when the tacho-tailure safety device GA has not responded, when a gear change command exists, and when the clutch is disengaged. The gear engaging valves EA are energized when, in addition to the conditions for response of the disengaging valve, the synchronizing circuit provides a syncronizing signal, and when the positions of the gear box position memory and the selector switch position memory are not identical.

The clutch actuating circuit KD controls the clutch fully automatically for the purpose of rapid disengagement and slow reengagement during the gear-shift operations. The clutch is actuated hydraulically and the hydraulic medium is conducted to the clutch actuating cylinder by means of solenoid valves MKS and MDS (jointly 33 in FIG. 1) in conformity with the desired actuation of the clutch. Accordingly, the solenoid valve MKS is actuated for rapid movement of the clutch and the flow throttle MDS is actuated for slow movement of the clutch. The clutch solenoid valve MKS is energized when the monitoring circuit PR signals that pressure is present in the hydraulic system, when the tachofailure safety device GA has not responded, when the vehicle is not stationary, when a gear shift command exists, and when the clutch has not been actuated. The information that the vehicle is not stationary is provided by a signal X 03 (not illustrated in the figure) which can be produced in a simple manner by, for example, the gear box output tacho-generator DV 2. In order that the clutch may travel rapidly through its clearance (the range in which it is not engaged) during change-down operations, the valve MKS may be switched on for a period suitable for the clutch to travel through this clearance.

A signal for actuating the flow throttle MDS for slow engagement of the clutch appears when pressure is available in the hydraulic system, when the clutch pedal to be operated by the driver has not been actuated, when the solenoid valve MKS for rapid movement of the clutch has not been actuated and the clutch position contacts KS indicate that the clutch is disengaged, and when the selector switch position memory WS is not in the neutral position for the gear box. A further variant (not illustrated in the above block circuit diagram) is possible for rapid change-down operations. The clutch is then disengaged only in order to put the gear box into neutral. The clutch is immediately reengaged when the gear box is in the neutral position. With accurate synchronization, the next lower gear may be engaged without disengaging the clutch.

The synchronizing aids control circuit VRX actuates the synchronizing aids which comprise the lay shaft brake VG (57 in FIG. 1), the engine brake MB (not shown in FIG. 1), a pedal cut-out PN, and the electronic fuel regulator RE (22 in FIG. 1). The pedal cutout PN switches off all devices, other than the usual wheel brakes, by which the driver can arbitrarily influence the behaviour of the vehicle and enables the engine speed to be accelerated or decelerated automatically and fully independently of the positions of all the devices which may be influenced by the driver. The lay shaft brake VG is actuated when supersynchronous running is signalled by the synchronizing circuit SY, when a gear-shift command exists, when the gear box position memory signals the neutral position and the neutral position is not stored in the position memory, and when the clutch position contacts signal that the clutch is disengaged. As soon as synchronous running is signalled, the synchronization aids control circuit VRX switches off the lay shaft brake or the engine brake which, if required, has been additionally actuated. The engine brake MB is applied in accordance with the same principles as the gear box (lay shaft) brake. As additional information for switching on the engine brake, it may be taken into account whether the vehicle is stationary, which is effected by the signal X 03 but which is not illustrated in the'Figure. The electronic fuel regulator RE is put into operation simultaneously with the engine brake and the lay shaft brake. The speed of engine is reduced by way of the fuel supply during super-synchronous running, and the speed of the engine is increased by means of the electronic fuel regulator during sub-synchronous running.

The starter blocking device AS is a further safety device. When a starter blocking relay ASR is triggered, a starting operation is inhibited. It is possible to start the engine when the selector switch position memory WS and the gear box position memory GSN are in the neutral position or when the clutch position contacts KS signal that the clutch is disengaged.

FIG. 3 is a block circuit diagram of the unit AG which is illustrated in FIG. 2, with the omission of the tacho-failure safety device GA. The tacho-failure safety device GA will be explained with reference to a later Figure. The gear box input tacho-generator DV 1 and the gear box output tacho-generator DV 2 are shown as pulse generators; the gear box input tachogenerator DV 1 includes a toothed wheel whose teeth are sensed by a proximity detector 71 shown in the form of a pick-up coil. The output pulses from the proximity detector 71 trigger a monostable multivibrator 72. The output pulses from the monostable multivibrator 72 are fed to a smoothing circuit comprising a low-pass filter 73 which filters the a.c. component from the pulse train, so that there appears at the output of the low-pass filter a dc. voltage whose value is proportional to the pulse frequency of the monostable multivibrator 72. The dc voltage at the output of the low-pass filter is fed to the voltage matching stage DA 1 in which it is converted to a value in a range which is suitable for subsequent processing. The gear box output tachogenerator DV 2 is constructed in the same manner as the gear box input tachwgenerator DV 1. It has a toothed wheel 70a whoseteeth are sensed by a proximity detector 72a. The proximity detector 71a is connected to a monostable multivibrator 72a which is in turn connected to a low-pass filter 73a. The output voltage of the low-pass filter 73a is fed to the input of the voltage matching stage DA 2. As already shown in FIG. 2, the voltage matching stage DA 2 is switched over by the selector switch position memory WS such that its output voltage is comparable with the output voltage of the voltage matching stage DA 1 for each gear. The output voltages of the two voltage matching stages DA 1 and DA 2 are added in each of two summators 74 and 74a. The two summators 74 and 74a are indicated symbolically by the sigma signs in the circuit blocks and they may be realised in a simple manner by summating on resistors. The output voltage of the summator 74 is fed to a Schmitt trigger 75, and the output voltage of the summator 74a is fed to a Schmitt trigger 76. The two Schmitt triggers 75 and 76 have different response thresholds as shown by the characteristics in the circuit blocks. The output signal of the Schmitt trigger 76 is inverted in a negator 77 and then appears as the output signal SY 01 of the synchronizing circuit SY. The output signal of the Schmitt trigger 75 constitutes the output signal SY 02 of the synchronizing circuit. The output signals SY 01 and SY 02 are fed to an OR gate 78 from the output of which may be taken the output signal SY 03 of the synchronizing circuit.

The described arrangement operates in the following manner:

Pulses which trigger the monostable multivibrators 72 and 72a are produced by the proximity detectors 71 and 71a of the tacho-generators DV 1 and DV 2. The monostable multivibrators have a constant relaxation period, so that the dc. component of their output pulse trains is proportional to the number of relaxation operations and thus to the rotational speed of the respective toothed wheels 70 and 70a. The dc. components are converted by the low-pass filters 73 and 73a and in the two voltage matching stages DA 1 and DA 2, into a voltage range in which the gear box output speed voltage associated with each gear can be compared with the gear box input speed voltage. The gear box input shaft and the gear box output shaft run synchronously when the two voltages are equal. In order to establish the points of synchronization in a simple manner by addition, the voltages on the voltage matching stages DA 1 and DA 2 have opposite signs. The two Schmitt trig gers 75 and 76 are provided in order to compare the speeds at the gear box input and at the gear box output whilst taking into account the different transmission ratios of the gear box and in order to indicate synchronous running or supersynchronous or sub-synchronous running. the sum of the output voltages of the potential matching stages DA 1 and DA 2 is applied to the input of each Schmitt trigger. The threshold values of the Schmitt triggers 75 and 76 vary substantially as shown in the Figure. The Schmitt trigger 76 is triggered in the first instance when the total voltage at the inputs of the two Schmitt triggers increases, and the Schmitt trigger 75 is also triggered if the voltage continues to increase. In the range of speed in which the Schmitt trigger 76 has been triggered and the Schmitt trigger 75 has not yet been triggered, zero voltage is present at SY 01, at SY 02, and at SY 03. Zero voltage at SY 03 thus signifies synchronous running. Thus, synchronous running exists when one of the Schmitt triggers has been triggered and the other Schmitt trigger has not yet been triggered. SY 01 is zero when the Schmitt trigger 76 has been triggered, since the negater 77 inverts the output voltage of this Schmitt trigger. A signal voltage appears at SY 03 when the two Schmitt triggers have been triggered or have not been triggered, thus indicating that synchronous running does not exist. If the absence of a voltage is defined by logic 0 and the presence of a voltage is defined by logic 1, logic 0 at SY 03 indicates that synchronous running exists. As soon as logic 0 disappears again synchronous running no longer exists. Voltage appears at SY 01 when the two Schmitt triggers and 76 have not yet been triggered, which means that SY 01 has the value logic 1 during subsynchronous running. correspondingly, SY 02 has the value logic 1 during super-synchronous running during which the two Schmitt triggers have been triggered. However, the Schmitt triggers 76 and 75 are set such that their switching points do not coincide exactly with synchronous running, but are respectively above and below the synchronization point by a fixed speed differential. The switching point of the Schmitt trigger 76 is such that the Schmitt trigger is triggered before the synchronization point by the amount of an adjustable speed value, and the switching point of the Schmitt trigger 75 is such that the Schmitt trigger is triggered at a different fixed value above the synchronization point. The speed margin at which SY 03 becomes 0 when subsynchronous running approaches the synchronization point, differs from the speed margin when supersynchronous running approaches the synchronization point. The magnitudes of these two speed margins constitute empirical values. They serve for rendering ineffective for the gear-shift operation the dead times which occur in the system between synchronizing signal and mechanical movement of the gear-shift device, so that further gear change can be effected as rapidly as possible. This is important, since the transmission of power between the engine and the gear box is interrupted during further gear change and, when travelling uphill for example, the velocity of a heavy motor vehicle may get reduced such that, after the gear-shift operation has been completed, the velocity of the vehicle has already dropped to an extent where the gears have to be changed down again.

The voltage matching stages DA 1 and DA 2 are shown as operational amplifiers in which the voltage matching may be resistors arranged in the feedback and in the input circuit. It is common knowledge that the amplification factor of an operational amplifier is the quotient of the resistance in the feedback and the resistance in the input circuit. In the case of the voltage matching stage DA 2, the amplification factor is controlled in dependence upon outputs WS 01 to WS 06 of the selector switch memory WS, so that, for each gear to be engaged, the output voltage of the voltage matching stage DA 2 is sufficiently high for comparison of the output voltages of the two voltage matching stages DA 1 and DA 2 to be able to indicate synchronous running of the parts of the gear box to be coupled to one another. The measured variable of the gear box inout speed thus passes through its full voltage range for each gear engaged, although, before voltage matching, the measured variable of the gear box output speed passes through its full voltage range only for the full velocity range of the vehicle which extends over all the gears. Consequently, the measured variable of the gear box output speed has to be amplified to a different extent by the voltage matching stage DA 2 for each gear engaged, so that measured speed variables which can be compared with one another are formed.

FIG. 4 is a circuit diagram of the voltage matching stage DA 2 having adjustable amplification. The voltage matching stage includes an operational amplifier 81 which is connected to a positive lead 82 and a negative lead 83 for the purpose of supplying it with operating voltage. The positive lead 82 is connected to the source of operating voltage Ub, and the negative lead 83 is connected to earth. The output of the amplifier 81 corresponds to the output of the voltage matching stage DA 2 and is connected to the two summators 74 and 74a illustrated in FIG. 3. The amplifier 81 comprises a differential amplifier and has a non-inverting input P and an inverting input M. The inverting input M is connected to the output of the amplifier by way of a feed back resistor 84, and the output is also connected to the positive lead 82 by way of a resistor 85. A constant bias potential is also supplied to the inverting input M by means of a voltage divider formed by resistors 86 and 87, the resistor 86 being connected to the positive lead 82 and the resistor 87 being connected to the negative lead 83. Furthermore, a voltage divider fomred by resistors 88 and 89 is connected between the positive lead 82 and the negative lead 83 the noninverting input P of the amplifier 81 being connected to the tapping 90 of the said voltage divider. A number of voltage dividers controllable by way of the selector switch position memory WS are connected in parallel with the voltage divider comprising the resistors 88 and 89. By way of example, a first voltage divider is controllable by the selector switch output WS 06 which corresponds to the sixth gear of the gear box, and comprises transistors 91 and 92 and resistors 93 and 94. The transistor 91 is a p-n-p transistor and the transistor 92 is an N-p-n transistor. When the transistors 91 and 92 are conductive, the resistor 93 is connected in parallel with the resistor 88 at point 90, and the resistor 94 is connected in parallel with the resistor 89. The resistor 93 connects the point 90 to the collector of the transistor 91 whose emitter is connected to the positive lead 82, and the resistor 94 connects the point 90 by way of a diode 95 to the collector of the transistor 92 whose emitter is connected to the negative lead 83. The base of the transistor 92 is connected to the negative lead 83 by way of a resistor 96 and, by way of a resistor 97, to an output of the selector switch position memory, the output WS 06. The collector of the transistor 92 is connectedby way of a resistor 98 to the base of the transistor 91, which base is connected to the positive lead 82 by way of a resistor 99. The figure shows a second controllable voltage divider which is of identical construction but which is connected to a different output of the selector switch position memory, i.e., to the output WS 02. Other controllable voltage dividers (not shown) are similarly connected to the other outputs WS 03 to WS 05. The voltage dividers differ only in the values of the resistors 93, 9311 etc. and of the resistors 94, 94a etc. The point 90 is connected by way of a resistor 100 to the output of the low-pass filter 73a illustrated in FIG. 3.

The described arrangement of FIG. 4 operates in the following manner:

The inverting input M of the amplifier 81 is connected to a fixed potential by way of the resistors 86 and 87, and a constant feedback is available by way of the feedback resistor 84. The resistor 85 constitutes the load resistor of the amplifier 81 and the output voltage (the matched gear box output speec voltage) may be tapped therefrom. The fixed voltage divider which is formed by the resistors 88 and 89, and to whose tapping 90 all the other voltage dividers are connected and which is connected to the non-inverting input P of the amplifier 81, defines a working point and fixes voltage matching for the first gear on which the input voltage is lowest. If the selector switch position memory WS indicates the first gear, none of the other controllable voltage dividers is switched on, so that the transistors 91 and 92 are blocked. If the selector switch position memory now indicates that the second gear has been selected, a logicl may be taken from its ouput WS 02, i.e., voltage is available at this point. The transistor 92a is then conductive by way of the voltage divider comprising the resistors 97a and 96a. However, if the transistor 92a is conductive, the transistor 91a is also conductive since its base is connected to the negative lead 83 by way'of the resistor 98a and the conductive transistor 92a so that the transistor 91a is made conductive. The resistor 93a is now connected in parallel with the resistor 88 by way of the conductive transistor 91a, and the resistor 94a is connected in parallel with the resistor 89 by way of the conductive transistor 92a and by way of the diode a.

If the resistor were adjustable it would have an additive influence on the speed variable. If the resistor 84 were adjustable it would have a multiplicative influ ence on the speed variable. A combined additive and multiplicative influence on te speed variable is however obtained by the effective adjustability of the voltage divider 88, 89 by virtue of the facility for connection of the voltage divider 93, 94 or 93a, 94 or 93a, 94a, etc. in parallel therewith.

The diodes 95 etc., prevent the transistors 91 from becoming conductive by way of the resistors 94 and 98 when the transistor 92 is blocked. 7

FIG. 5 shows a Schmitt trigger 75 or 76 whose input is connected in series with a summing stage 74 or74a of FIG. 3. Two summing resistors 106 and 107 are connected to the base of a transistor 105. The collector of the transistor is connected to the negative lead 83 and its emitter is connected to the positive lead 82 by way of a resistor 108. The emitter of a transistor 109 is connected to the emitter of the transistor 105 by way of a resistor 110. The base of the transistor 109 is connected to the tapping point 111 of a voltage divider formed by resistors 112 and 113. The resistor 112 leads from the point 111 to the positive lead 82, and the resistor 113 leads from the tapping point 111 to the negative lead 83. The base of a transistor 114 is connected to the collector of the transistor 109. The collector of the transistor 114 is connected to the positive lead 82 by way of a resistor 11S, and its emitter is connected to the negative lead 83 by way of a resistor 116. The emitter of the transistor 114 is also connected to the base of a transistor 117 whose emitter is connected directly to the negative lead 83 and whose collector is connected to the positive lead 82 by way of a resistor 118. The point 111 is connected to the collector of the transistor 1 17 by way of a resistor 119. A capacitor 120 is connected between the base and the collector of the transistor 117.

The above-described circuit operates in the following manner:

The base of the transistor 109, connected to the point 111, receives a fixed bias voltage from the voltage divider formed by the resistors 112 and 113. The transistors 109, 114 and 117 form a Schmitt trigger the first amplification stage of which is formed by the transistors 109 and 114 and the second amplification stage of which is formed by the transistor 117, the resistor 119 being connected as a feedback between the collector of the transistor 117 and the base of the transistor 109, which base is also connected to the point 111. The transistor 109 becomes conductive as soon as the voltage on its emitter falls in a positive sense below the voltage on its base. However, when the transistor 109 is conductive, current flows to the base of the transistor 114 so that the transistor 1 17 also becomes conductive. Before the transistor 117 becomes conductive the voltage on its collector is substantially the voltage of the positive lead 82. When the transistor 117 becomes conductive, its collector assumes substantially the voltage of the earth lead 83. The triggering operation is further assisted by the feedback resistor 119 which seeks to increase the conductivity of the transistor 109 when the transistor 117 becomes conductive. The capacitor 120 acts as a smoothing capacitor. The response threshold of the Schmitt trigger is determined by the magnitude of the resistors 112 and l 13 of the base voltage divider of the transistor 109. The total voltage formed on the resistors 106 and 107 controls the transistor 105 which is connected as an emitter-follower and which transmits the summed voltage to the emitter of the transistor 109 in a non-interacting manner. Consequently, the total voltage on the base of the transistor 105 must fall in a positive sense below the voltage on the point 111 if the Schmitt trigger is to relax or be triggered.

A block circuit diagram of one of two tacho-failure detectors 124 of the tacho-failure safety device GA is illustrated in FIG. 6. The tacho-failure detector 124 includes a first Schmitt trigger 125 and a second Schmitt trigger 126. The input of the first Schmitt trigger 125 is connected to the output of a delay circuit 127. The input of the delay circuit 127 and the input of the second Schmitt trigger 126 are connected to the output of the respective tacho-generator to be monitored, i.e., to the output of the low-pass filter 73 or 73a of FIG. 3. The output of the first Schmitt trigger 125 is connected to an input of a NOR gate 128; the output of the second Schmitt trigger 126 is connected to the input of a negater 129 whose output is connected to the second input of the NOR gate 128. The input voltage of the first Schmitt trigger 125 is designated U11, and the input voltage of the second Schmitt trigger is desig nated U21. The input voltage on the first input of the NOR gate 128 directly constitutes the output voltage of the first Schmitt trigger 125 and is designated U12, and the input voltage of the second input of the NOR gate 128 corresponds to the inverted output voltage of the second Schmitt trigger 126 and is designated U22. A short pulse is delivered at the output of the NOR gate 128 when the respective tacho-generator fails. This short pulse may be prolonged by way ofa holding stage (not illustrated) and serves for further signal processing in the switching logic to produce logic 1 at the output GA 03 of the tacho-failure safety device GA.

The function of the tacho-failure detector illustrated in FIG. 6 will be further explained with reference to the graphs in FIGS. 7 and 8. The voltages Ulan and Ulab are shown by a solid line and a dotted line respectively in FIG. 7. The voltage Ulan is intended to represent the response voltage of the first Schmitt trigger 125, and the voltage Ulab is intended to represent the fallout voltage of the first Schmitt trigger 125. Similarly, the voltage U2an indicated by a dotted line represents the response voltage of the second Schmitt trigger 126, and the voltage indicated by a dash-dot line U2ab shows the fall-out voltage of the second Schmitt trigger 126. Furthermore, it will be seen from FIG. 7 that the response and fall-out voltages of the first Schmitt trigger are above the response and fall-out voltages of the second Schmitt trigger 126. Two input voltages U11 and U21 shown on the left hand side of FIG. 7 appear at the inputs of the two Schmitt triggers 125 and 126 when there appears on the respective tachogenerator being monitored an increasing output voltage which has the shape U21, since the input of the second Schmitt trigger 126 is connected directly to the tacho-generator. However, the tacho-generator detector is not connected directly to the pulse output of the respective tacho-generator but to the direct voltage output of the tacho-generator. The voltage U11 is the voltage which appears at the input of the first Schmitt trigger 125 after delay by the delay circuit 127. Furthermore, it is assumed that the two Schmitt triggers have the outout voltage 1 when in the normal state, and the output voltage 0 when in the triggered state. By way of example, such Schmitt triggers may readily be obtained from an arrangement similar to the arrangement illustrated in FIG. 5. The second Schmitt trigger 126 is triggered as soon as the voltage U21 at the input of the second Schmitt trigger 126 exceeds the response threshold U2an. An output voltage which is inverted by the negater 129 appears at the output of the second Schmitt trigger, so that the voltage U22 jumps from the voltage 0 to the voltage 1 when the second Schmitt trigger 126 is triggered. By virtue of the delay circuit 127, and as a result of the greater response voltage Ulan, the first Schmitt trigger 125 is not triggered until the voltage U11 has exceeded its response threshold. Its output voltage U12 then jumps from I to 0. The triggered voltages U22 and U12 is indicated by two arrows in FIG. 8. No signal appears at the output of the NOR gate 128 in the example illustrated in the left hand portion of FIGS?! ands, since logic 1 appears on themput of a NOR gate only when logic 0 is present simultaneously on its two inputs. However, if it is now assumed that the input voltage of the tacho-generator failure detector drops very rapidly, for example in the event of a broken lead, the voltage U21 drops considerably more rapidly than the voltage U11 because of the delay circuit 127. The second Schmitt trigger 126 falls out when its input voltage U21 falls below the dash-dot line U2ab. The voltage U22 at the output of the negater 129 then jumps to logic 0 as indicated by the arrow U22 on the right hand side of FIG. 7. The voltage U11 falls below the dotted line Ulab with a time lag relative thereto, so that the voltage U12 jumps from logic 0 to logic 1. Logic 0 is present at the two inputs of the NOR stage 128 in the shaded region located between the arrows U22 and U12 at the right hand side of FIG. 8, so that, by definition, logic 1 then appears at the output of the NOR gate 128, thus indicating tacho-generator failure. The logic convention pertaining to the output voltages of the Schmitt triggers 125 and 126 is so chosen that logic 0 is delivered when a Schmitt trigger of the kind illustrated in FIG. 5 has been triggered. 

1. An automatic gear change system for automatically actuating gear-shift devices of a stepped change-speed gear box of an engine driven motor vehicle having a clutch means at an input shaft of the gear box, comprising: monitoring means for measuring input and output speeds of the stepped change-speed gear box to facilitate synchronous running of input and output transmission shafts to be coupled to each other, synchronizing aid means controlled by said monitoring means and provided for expediting synchronous running of said transmission shafts, said synchronizing aid means including A fuel regulator for controlling the engine speed during a gear changing operation, and engine brake, and another brake for directly braking a transmission shaft; a central control device producing commands for actuating of said gear shift devices from measured variables of said input and output speeds and including a synchronizing circuit arrangement producing digital control signals during super-synchronous, sub-synchronous and substantially synchronous running of the transmission shafts, and further including switching logic means comprising digitally operating switching and gating circuits, which selectively actuate said synchronizing aid means, gear shift devices and clutch means.
 2. A system as claimed in claim 1, in which the synchronizing circuit arrangement includes two Schmitt triggers having different response and fall-out thresholds, means for producing variable signals whose values are indicative of the gear box input speed and the gear box output speed and for feeding said speed signals with opposite polarity to the input of each of the two Schmitt triggers, and matching means for matching the input and output speed signals in accordance with a gear to be engaged to bring them into a common range for comparison, said digital control signals being derived from the outputs of said Schmitt triggers.
 3. A system as claimed in claim 2, which includes means whereby the two speed signals are transformed by a process including multiplication and addition to bring them into a common range before summing on the Schmitt triggers.
 4. A system as claimed in claim 3, in which the matching means include an operational amplifier for each speed signal, and in which each operational amplifier comprises a differential amplifier having non-inverting and inverting inputs and serving to impart opposite polarities to said signals and to match the signals to one another in accordance with the gear to be engaged.
 5. A system as claimed in claim 4 in which the matching means include voltage dividers associated with the individual speeds and means to selectively connect the voltage dividers to an input of the differential amplifier in accordance with the gear to be engaged.
 6. A system as claimed in claim 2 in which the output signal of one of the two Schmitt triggers of the synchronizing circuit arrangement is inverted, and in which an OR gate is connected to the inverted output signal of the one Schmitt trigger and to the output of the other Schmitt trigger, whereby said digital control signals comprise the inverted output signal of said one Schmitt trigger, the output signal of the other Schmitt trigger and the output signal of the OR gate.
 7. A system as claimed in claim 2, in which said means for producing variable signals indicative of the gear box input and output speeds comprise pulse generators with a pulse output train whose pulse frequency is proportional to speed, a monostable trigger circuit connected to each pulse generator and smoothing circuits comprising a low-pass filter for smoothing the output voltages of the monostable trigger circuits so that a direct current voltage proportional to the rotational speed may be taken from an output of each low-pass filter as the respective speed signal.
 8. A system as claimed in claim 7, in which each said pulse generator comprises a toothed wheel and a proximity detector adapted to sense peripheral teeth of a respective toothed wheel.
 9. A system as claimed in claim 7, in which said control device includes a pulse generator-failure safety device adapted to prevent a gear change operation in the event of failure of one of said pulse generators.
 10. A system as claimed in claim 9 in which said pulse generator failure safety device comprises two pulse generator failure detectors, one connected to the output of each pulse generator, and gating circuitry connected to the outputs of the two pulse generator failure detectors, and circuit means adapted so that an output signal of said gating Circuitry indicates a pulse generator failure and thereupon blocks a gear shift operation.
 11. A system as claimed in claim 10, in which each pulse generator failure detector includes in a first branch the series combination of a delay circuit and a first Schmitt trigger, and in a second branch connected in parallel with the first branch a series combination of a second Schmitt trigger and an inverting stage and a NOR gate with two inputs, further characterized in that an input of the delay circuit and the input of the second Schmitt trigger are interconnected to form an input of a respective pulse generator failure detector device, the response threshold of said first Schmitt trigger being greater than the response threshold of said second Schmitt trigger, and the outputs of first Schmitt trigger and the inverting stage being connected respectively to the two inputs of the NOR gate on whose output appears a pulse upon detection of a pulse generator failure.
 12. A system as claimed in claim 11, in which the response thresholds of said first and second Schmitt triggers and the time constant of the delay circuit are so chosen that an output signal is produced only at a predetermined rate of change of a falling input voltage at said respective detector input.
 13. A system as claimed in claim 12, in which said control device includes a change-down blocking trigger stage for preventing a change-down in circumstances wherein the automobile engine would have to be over-sped to achieve synchronization during change-down.
 14. A system as claimed in claim 13 in which the change-down blocking trigger stage comprises a Schmitt trigger adapted to be triggered by a speed signal to produce an output signal for blocking a change-down operation in the gear box, the speed signal being dependent upon the anticipated speed of the engine upon change to a lower gear and the response threshold of the Schmitt trigger of the change-down blocking trigger stage being such that the Schmitt trigger is triggered when said anticipated speed reaches substantially the maximum speed of the engine.
 15. A system as claimed in claim 14 including means for setting the response threshold of the last-mentioned Schmitt trigger of the change-down blocking trigger stage in accordance with a gear preselected, said speed signal being indicative of the gear box output speed.
 16. A system as claimed in claim 15 in which switching transistors are provided for setting the response threshold of the last-mentioned Schmitt trigger of the change-down blocking trigger stage and are adapted to connect to the input of the Schmitt trigger a respective voltage divider which determines the response threshold of the Schmitt trigger of the change-down blocking trigger stage for each preselected gear.
 17. A system as claimed in claim 16 in which the switching logic includes a selector switch position memory, a selector switch, and means interconnecting the two for storing gear change command signals as given by the selector switch.
 18. A system as claimed in claim 17, comprising a mounting direction switching circuit, in which the selector switch position memory comprises bistable trigger stages forming a counter, each trigger stage having two complementary outputs, either of the two outputs of one bistable trigger stage being selectively connectible to the next following bistable trigger stage by means of the counting direction switching circuit.
 19. A system as claimed in claim 18, comprising a decoding circuit, and gate circuits of the type of AND or NOR, in which the outputs of the bistable trigger stages forming the counter are connected to the decoding circuit which has a separate output terminal for each possible gear and wherein the number of said NOR gates or AND gates corresponds to the number of possible gears, each NOR gate or AND gate having a number of inputs corresponding to the number of trigger stages in the counter and connected to appropriate outputs of Such trigger stages.
 20. A system as claimed in claim 19 which includes blocking circuits and in which the selector switch position memory has an input for pulses for signalling a shift to a higher gear and an input for pulses for signalling a shift to a lower gear and in which said pulse inputs are connected to the counter by way of said blocking circuits which are connected to the decoding circuit and which serve to block a forward counting step in the counter beyond top gear and to block a backward counting step from a bottom gear.
 21. A system as claimed in claim 20 which comprises negaters and an OR gate in which each of said blocking circuits comprises a NOR gate, the pulse inputs for gear shift being connected to first inputs of such NOR gates by way of respective negaters and the decoder output terminals for top and bottom gear being connected respectively to second inputs of such NOR gates and the outputs of the two NOR gates being connected to the counter by way of said OR circuit.
 22. A system as claimed in claim 18, in which a monostable trigger stage, whose input is adapted to receive the gear-shift commands for changing to a higher gear or to a lower gear, is provided for triggering the first of the trigger stages forming the counter.
 23. A system as claimed in claim 18 in which said counting direction switching circuit includes a change-over switch having two control inputs and two change-over outputs, each control input being adapted for switching the associated change-over output from logic 0 to logic 1 or vice versa, and in which one of the change-over outputs, for the purpose of effecting backward counting, is connected to first inputs of respective NOR gates each arranged between two bistable trigger stages of the counter second inputs of which NOR gates are connected by way of respective negaters to the output of the preceding bistable trigger stage, and the outputs of the NOR gates are connected respectively to first inputs of further NOR gates whose outputs are connected to the next following bistable trigger stage, and the other of said change-over outputs, for the purpose of effecting forward counting is connected via respective NOR gates similarly arranged between the bistable trigger stage to respective second inputs of said further NOR gates.
 24. A system as claimed in claim 23, in which said change-over switch comprises a bistable trigger stage which is controllable only by means of setting input signals at its control inputs.
 25. A system as claimed in claim 18 in which means are provided for setting the bistable trigger stages of the counter at zero automatically responsively to the switching on of the supply voltage for the entire control device.
 26. A system as claimed in claim 17 in which the switching logic contains a gear box position memory for storing a signal indicative of the actual gear engaged in the gear box.
 27. A system as claimed in claim 26 which includes gear box position switches, and in which the gear box position memory has inputs which are connectable to said gear box position switches which are located on the gear box, and outputs which comprise a signal and its inverted signal for each gear.
 28. A system as claimed in claim 27, in which the gear box position memory contains a bistable trigger stage for each gear box position switch, one input of each bistable trigger stage being connectable to the respective gear box position switch, and the other inputs of the trigger stages being connected to the outputs of respective NOR gates and in which one input of each NOR gate is connectible to a gear box position switch and its other input is connected to a common lead which is itself connected to the output of a further NOR gate having one input for each gear box position switch and connectible thereto.
 29. A system as claimed in claim 26 in which the switching logic includes a change-down monitoring circuit having logic circuitry, whose input signals comprise the outPut signals of the gear box and selector switch position memories and whose output signals indicate whether a change-down operation exists and can be carried out by reason of the travelling state, all permissible change-down conditions relating to the gear box position and the selector switch position being simulated by means of the logic circuitry in the change-down monitoring circuit.
 30. A system as claimed in claim 29, which includes means connecting the output of the change-down blocking trigger stage to an input of the change-down monitoring circuit.
 31. A system as claimed in claim 29 in which the change-down monitoring circuit is adapted to initiate at its output, when the gear box is in the neutral position, the apparance of a signal which enables a change-down operation to be effected.
 32. A system as claimed in claim 31, in which the change-down monitoring circuit comprises a plurality of NOR gates so arranged and interconnected as to combine the input signals from the gear box and selector switch position memories to produce a predetermined pattern of output signals.
 33. A system as claimed in claim 29, in which the switching logic further includes a gear-shift command generating circuit adapted to compare the position of the gear box position memory with the positions of the selector switch position memory for each gear and to block the production of gear-shift commands in dependence upon at least the output signal of the change-down monitoring circuit.
 34. A system as claimed in claim 33 in which the gear-shift command generating circuit includes for each speed a NOR gate whose input signals are the positions of the gear box and selector switch position memories, and whose outputs together with at least the output of the change-down monitoring circuit are connected to an OR gate on the output of which appears information for carrying out the gear-shift command at the gear box.
 35. A system as claimed in claim 34 in which the switching logic includes a gear-shift preselector stage whose input is connectible to a selector switch and whose output is connected to the gear-shift command generating circuit.
 36. A system as claimed in claim 35, in which the gear-shift preselector stage includes a first OR gate whose inputs are connected to contacts of the selector switch for initiating a change to a higher gear and to a lower gear, and a second OR gate whose inputs are connected to a contact of the selector switch for initiating a change to the neutral position and to a preselection release contact.
 37. A system as claimed in claim 36, in which the switching logic includes a starter blocking device which is responsive to signals indicative of the neutral positions of the gear box selector switch position memories, and to signals indicative of the position of the clutch, as ascertained by position contacts, for producing a signal for preventing operation of the engine starter except in appropriate circumstances.
 38. A system as claimed in claim 37 for a vehicle with a clutch pedal which has a foot-operated contact for detecting when the clutch pedal is depressed and with a clutch which has a clutch position contact for detecting when the clutch is disengaged, in which said starter blocking device comprises a first NOR gate the inputs of which are connected to receive signals indicative of the neutral positions of the gear box and selector switch position memories, a second NOR gate with connecting means to connect inputs thereof to said pedal and clutch contacts, and a third NOR gate whose inputs are connected to the outputs of the first and second NOR gates and whose output provides the output signal of the starter blocking device.
 39. A system as claimed in claim 1 for a vehicle, whose gear box includes hydraulic means for gear operation, said hydraulic means including a hydraulically operating gear-shift device having a hydraulic circuit supplied with hydraulic fluid by a pump unit, and in which said system includes a Pressure switch for indicating a loss of pressure from the hydraulic circuit.
 40. A system as claimed in claim 33 for a vehicle whose gear box comprises hydraulic means for gear operation, said hydraulic means including a hydraulically operating gear shift device provided with a pressurized hydraulic operating circuit fitted with hydraulic control valves and a pressure switch responsive to a pressure loss therein, in which said system further includes a pressure failure memory means having an output signal and inputs connectible to said pressure switch and to a clutch position contact for operating when the clutch is engaged, and having a further input connected to an output of the gear-shift command generating circuit, the output signal of said pressure failure memory means serving to prevent said hydraulic control valves from being operated.
 41. A system as claimed in claim 40 in which the pressure failure memory means comprises a NOR gate whose first input is connected via a negater to the output of the gear-shift command generating circuit and whose second input is connected to another negater whose input is connectible to said clutch position switch for clutch engaged, and a bistable trigger stage a first of whose inputs is connected to the output of the NOR gate and a second of whose inputs is connectible to the pressure switch.
 42. A system as claimed in claim 33 for a vehicle with a gear box having a hydraulically operating gear-shift device for engaging the individual gears, comprising: a disengaging valve which when actuated puts the gear box into the neutral position, gear-shift valves for engaging the individual gears, and in which the switching logic includes a gear-change circuit having inputs which are connected to the outputs of the selector switch position memory and the gear-shift command generating circuit for controlling the disengaging valve and the gear-shift valves.
 43. A system as claimed in claim 42 in which outputs of the pulse generator are also connected to inputs of the gear change circuit which has a further input adapted to receive signals indicative of actuation of the clutch.
 44. A system as claimed in claim 43, in which the gear-change circuit contains gate means to combine: the signals indicative of the state of the generator failure safety device, the state of the pressure failure memory, the position of the clutch, and the state of the gear-shift command generating circuit, so that the disengaging valve is actuated only when actuation thereof is admissible.
 45. A system as claimed in claim 44 in which the switching logic is adapted to produce a first clutching signal for actuating the clutch and a second clutching signal for a clutching operation during a change-down operation, and in which the gear change circuit further contains a NOR gate whose inputs are connected to receive said clutching signals and whose output is connected to a further NOR gate together with the outputs of the generator failure safety device, the pressure failure memory and the gear-shift command generating circuit, the disengaging valve being connected to the output of said further NOR gate.
 46. A system as claimed in claim 42 in which the gear-change circuit includes a timer for maintaining the gear-shift valves in their energized states longer than the disengaging valve.
 47. A system as claimed in claim 46, in which the timer comprises a monostable trigger switch whose input is connected to the input for the disengaging valve by way of a negater and whose output is connected to a first input of a NOR gate a second input of which is also connected to the input for the disengaging valve.
 48. A system as claimed in claim 47, in which the gear-change circuit includes a gear-shift valve control device which comprises an OR gate whose input signals constitute the output signals of the pressure failure memory and the timer, the output signal of an intermediate memory serving to prolong the neutral signal of the gear box positioN memory and the synchronous running signal, and whose output is connected to first inputs of NOR gates for controlling the individual gear-shift valves whose second inputs are connected to respective outputs of the selector switch position memory for the selected gears.
 49. A system as claimed in claim 48 in which said intermediate memory comprises a bistable trigger stage, one setting input of which is connected to the output of the timer and the other setting input of which is connected to the output of a NOR gate whose inputs comprise the output of the gear-shift command generating circuit, the negated input for the disengaging valve, and the negated neutral signal of the gear box position memory.
 50. A system as claimed in claim 1 in which the clutch means is hydraulically actuated and in which the switching logic means includes a clutch actuating circuit for controlling a hydraulic valve for rapidly operating the clutch and a hydraulic valve for slow engagement of the clutch.
 51. A system as claimed in claim 50 in which the clutch actuating circuit contains a first NOR gate, whose output controls the hydraulic valve for rapidly operating the clutch and whose inputs are connected to the generator failure safety device, a clutch foot-operated contact, the pressure failure memory, the gear-shift command generating circuit, a signal source for reengagement of the clutch during change to a lower gear and a signal source for indicating whether the vehicle is moving, and a second NOR gate whose output controls a hydraulic valve for slow engagement of the clutch and whose inputs are connected to the output of the first NOR gate, the clutch foot-operated contact, the pressure failure memory, the output of the selector switch position memory for the neutral signal, a clutch position contact and the signal source for re-engagement of the clutch during change to a lower gear.
 52. A system as claimed in claim 51 including a timer in which the output of the second NOR gate is connected to the timer whose output provides a delayed signal after the signal appears at the output of the second NOR gate, the output of the timer being connectible to the hydraulic valve for slowly actuating the clutch.
 53. A system as claimed in claim 1 in which the synchronizing aids include at least one of a lay shaft brake and an engine brake and also include an engine accelerating device, in which the switching logic means includes a synchronizing aids control circuit adapted to control the synchronizing aids in dependence upon synchronizing signals, signals for the neutral position of the gear box and clutch position signals, whereby the lay shaft brake and the engine brake, as the case may be, are actuated when changing to a higher gear and the engine accelerating device is actuated when changing to a lower gear.
 54. A system as claimed in claim 1, in which the automobile engine is fitted with a fuel regulator, and in which the switching logic includes a synchronizing aids control circuit adapted to so control the fuel regulator during a gear change operation that, irrespective of the position of the accelerator pedal, the speed of the engine is reduced when changing to a higher gear and increased when changing to a lower gear.
 55. A system as claimed in claim 54, wherein the fuel regulator is an electronic fuel regulator for regulating the fuel quantity delivered to the engine.
 56. A system as claimed in claim 53 in which the synchronizing circuit contains a NOR gate whose output signal serves to control the lay shaft and whose inputs comprise the neutral signal of the selector switch position memory, negated super-synchronous and sub-synchronous running signals of the synchronizing circuit arrangement, the output signal of the gear-shift command generating circuit, the system also including means for producing a negated signal indicative of the clutch being disengaged, and means for producing a signal for signalling the clutch to re-engage during change to a lower geAr.
 57. A system as claimed in claim 56 in which said synchronizing aids control circuit includes said means for producing a signal for signalling the clutch to re-engage during change to a lower gear, which means comprises a bistable trigger stage at whose output such signal appears and which serves as an intermediate memory, the input of said intermediate memory being connected the output of a NOR gate to whose inputs are connected the output of the gear-shift command generating circuit, the neutral signal output of the gear box position memory, and the negated super-synchronous and sub-synchronous running signal outputs of the syncrhonizing circuit arrangement, and the reset input of said intermediate memory being connected to an output of an OR gate whose inputs are connected to the synchronous running signal output of the synchronizing circuit arrangement, the output signal of the gear-shift command generating circuit, and a signal output adapted to indicate movement of the vehicle.
 58. A system as claimed in claim 57 in which the synchronizing aids control circuit includes a NOR gate whose output serves to control the engine brake and whose inputs are connected to the neutral signal output of the selector switch memory, the output of the gear-shift command generating circuit, the synchronous running signal output of the synchronizing circuit arrangement, a signal output adapted to indicate movement of the vehicle, and a negated signal output adapted to indicate that the clutch is disengaged.
 59. A system as claimed in claim 58, in which the synchronizing aids control circuit is adapted to produce a signal for preventing the engine brake from being arbitrarily actuated by the driver during a gear change operation.
 60. A system as claimed in claim 58 in which the synchronizing aids control circuit includes a negater for negating the output signal of the gear-shift command generating circuit to produce a signal for preventing the engine brake from being arbitrarily actuated by the driver during a gear change operation.
 61. A system as claimed in claim 60 for a vehicle whose engine is fitted with an electronic fuel regulator, in which the synchronizing aids control circuit is adapted to produce two signals for the electronic fuel regulator, the first of which signals serves to initiate an increase in the speed of the automobile engine irrespective of the position of the accelerator pedal, and the second of which serves to effect a decrease in the speed of the engine when the first signal is simultaneously present.
 62. A system as claimed in claim 61 in which the synchronizing aids control circuit includes an OR gate whose output provides the first signal for the electronic fuel regulator one input of which is the signal output for actuating the engine brake and another input of which is the output of a NOR gate to whose inputs are connected the neutral signal output of the selector switch position memory, the output of the gear-shift command generating stage, the negated sub-synchronous running signal output of the synchronizing circuit arrangement, and the output of a further NOR gate, whose inputs are connected to the signal output for re-engaging the clutch when changing to a lower gear and a signal output for indicating that the clutch is disengaged.
 63. A system as claimed in claim 62 in which the synchronizing aids control circuit is adapted to control a switching device which serves to render arbitrary actuation of the accelerator pedal and the clutch pedal by the driver ineffective and to render the vehicle control fully automatic during gear change. 